US20100241326A1 - Control apparatus for automatic transmission - Google Patents

Control apparatus for automatic transmission Download PDF

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Publication number
US20100241326A1
US20100241326A1 US12/656,359 US65635910A US2010241326A1 US 20100241326 A1 US20100241326 A1 US 20100241326A1 US 65635910 A US65635910 A US 65635910A US 2010241326 A1 US2010241326 A1 US 2010241326A1
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US
United States
Prior art keywords
auxiliary pump
line pressure
automatic transmission
condition
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US12/656,359
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English (en)
Inventor
Yasunari Muranaka
Yasuhiko Kobayashi
Shinichiro Iga
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Assigned to AISIN AW CO., LTD. reassignment AISIN AW CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: IGA, SHINICHIRO, KOBAYASHI, YASUHIKO, MURANAKA, YASUNARI
Publication of US20100241326A1 publication Critical patent/US20100241326A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure

Definitions

  • An “idle stop” control which is a control for automatically stopping an engine only during a period after a vehicle is stopped at intersections or the like until the vehicle is started, has attracted attention for ecological reasons.
  • a hydraulic pump for supplying a hydraulic oil pressure in the automatic transmission for completing a shift speed is structured to be driven by an engine.
  • a main hydraulic pump that is driven by a vehicle engine and supplies a hydraulic oil pressure of a first level to the hydraulic circuit of the automatic transmission; and an auxiliary hydraulic pump that is driven by an electric motor in a period during which the engine is stopped and supplies an oil pressure of a second level that is lower than the first level.
  • a check valve for preventing transmission of an oil pressure toward the auxiliary hydraulic pump is provided in a discharge-side oil passage of the auxiliary pump, and a relief valve, which is opened with an oil pressure of a third level that is lower than the first level and higher than the second level, is connected between the check valve in the discharge-side oil passage of the auxiliary pump and the auxiliary hydraulic pump.
  • the back pressure which acts on the discharge side of the auxiliary hydraulic pump, can be limited to a predetermined value or less by the check valve provided in the discharge-side passage of the auxiliary hydraulic pump, and the relief valve connected between the check valve and the auxiliary hydraulic pump.
  • this structure causes a problem in terms of the cost resulting from adding the relief valve, and a problem in terms of the space regarding arrangement of the relief valve.
  • a control apparatus for an automatic transmission includes: a main pump that is rotation driven by an engine and supplies hydraulic oil via an oil passage of a vehicle automatic transmission; an auxiliary pump that is rotation driven by an electric motor and supplies hydraulic oil to the oil passage to assist the main pump; a regulator valve that regulates a line pressure of the oil passage to a predetermined value; a regulator valve control section that sends a command to regulate the line pressure to the regulator valve; a line pressure obtaining section that obtains the line pressure of the oil passage; and an auxiliary pump start section that controls starting of the auxiliary pump.
  • the auxiliary pump start section requests the regulator valve control section to output a command to reduce the line pressure, when the line pressure at the time of starting the auxiliary pump is higher than a guaranteed withstand pressure of the auxiliary pump, and the auxiliary pump start section starts the auxiliary pump in a state where the line pressure is equal to or lower than the guaranteed withstand pressure.
  • a condition that the engine speed has reached a predetermined value which corresponds to reduction of the line pressure to the guaranteed withstand pressure by the main pump, may be additionally provided as a condition to start the auxiliary pump by the auxiliary pump start section.
  • a line pressure detector that detects such a line pressure may be provided in the oil passage or the like, so that the line pressure obtaining section calculates the line pressure based on a detection value of the line pressure detector.
  • the regulator valve control section in response to the request from the auxiliary pump start section to output the command to reduce the line pressure, may be structured to output the command to regulate the line pressure to a value that is equal to or higher than the minimum transfer torque of the automatic transmission hydraulic clutch, which is requested when a vehicle is started at the line pressure equal to or lower than the guaranteed withstand pressure of the auxiliary pump.
  • the regulator valve control section may be structured to output the command to regulate the line pressure to a value that is equal to or higher than the minimum transfer torque of the automatic transmission hydraulic clutch, which is requested when a vehicle is started at the line pressure equal to or lower than the guaranteed withstand pressure of the auxiliary pump.
  • control apparatus may further include an auxiliary pump stop section that controls stopping of the auxiliary pump, and a condition that the line pressure is higher than the guaranteed withstand pressure of the auxiliary pump may be provided as a condition to stop the auxiliary pump by the auxiliary pump stop section.
  • the degree to which the line pressure is increased by driving the main pump depends on the engine speed. Based on this fact, the control of stopping the auxiliary pump may be performed based on the engine speed.
  • a condition that the engine speed has reached a predetermined value corresponding to recovery of the line pressure by the main pump may be provided as a condition to stop the auxiliary pump by the auxiliary pump stop section.
  • a line pressure of a low level increases when the regulator valve control section outputs a command to increase the line pressure.
  • a condition that the regulator valve control section has output a command to increase the line pressure may be provided as a condition to stop the auxiliary pump by the auxiliary pump stop section.
  • FIG. 1 is a schematic diagram illustrating principles of a control apparatus for an automatic transmission according to the present invention
  • FIG. 5 is a flowchart showing an auxiliary pump stop control routine
  • FIG. 6 is a timing chart showing the auxiliary pump control
  • FIG. 7 is a timing chart showing an auxiliary pump control in another embodiment.
  • the auxiliary pump start section 63 requests the regulating valve control section 61 to output a command to reduce the line pressure, when the line pressure at the time of starting the auxiliary pump 4 is higher than a guaranteed withstand pressure of the auxiliary pump 4 .
  • the auxiliary pump start section 63 starts the auxiliary pump 4 in the state where the line pressure is equal to or lower than the guaranteed withstand pressure. That is, the auxiliary pump 4 is started on the condition that the line pressure is equal to or lower than the guaranteed withstand pressure of the auxiliary pump 4 .
  • a condition that the rotational speed of the engine E (the engine speed) has become lower than a predetermined value corresponding to reduction of the line pressure to the guaranteed withstand pressure by the main pump 3 can be added as a condition to start the auxiliary pump 4 .
  • the auxiliary pump stop section 64 stops the auxiliary pump 4 on the condition that the line pressure is higher than the guaranteed withstand pressure of the auxiliary pump 4 .
  • a condition that the engine speed has reached a predetermined value corresponding to recovery of the line pressure by the main pump 3 that is, a condition that the line pressure has reached the guaranteed withstand pressure of the auxiliary pump 4
  • a condition that a command to increase the line pressure has been output from the regulator valve control section 61 can be added as the condition to stop the auxiliary pump.
  • FIG. 2 is a schematic diagram of a drive system in an embodiment in which the control apparatus for the automatic transmission according to the present invention is applied to an automatic transmission vehicle using an idle stop technique.
  • solid lines represent transmission paths for transmitting a driving force
  • broken lines represent supply oil passages for supplying hydraulic oil
  • chain lines represent supply paths for supplying a signal pressure, which is the command to regulate the line pressure
  • white arrows represent supply paths for supplying a control electric signal.
  • Characters (P 1 ) or (P 2 ) which are shown under the broken lines representing the supply oil passages for supplying the hydraulic oil, mean that the oil pressure of the hydraulic oil in the supply oil passage is a first oil pressure P 1 or a second oil pressure P 2 .
  • the transmission apparatus 22 is provided between the engine E and the wheels 11 .
  • the transmission apparatus 22 shifts a rotational driving force transmitted from the engine E via the torque converter 21 , and transmits the shifted rotational driving force toward the wheels 11 .
  • the torque converter 21 is an apparatus that is provided between the engine E and the transmission apparatus 22 , and transmits a rotational driving force of an input shaft 12 to the transmission apparatus 22 via an intermediate shaft 13 .
  • the torque converter 21 herein includes a pump impeller 21 a as an input-side rotation member connected to the input shaft 12 , a turbine runner 21 b as an output-side rotation member connected to the intermediate shaft 13 , and a stator 21 c that is provided between the pump impeller 21 a and the turbine runner 21 b , and includes a one-way clutch.
  • the torque converter 21 transmits a driving force between the drive-side pump impeller 21 a and the driven-side turbine runner 21 b via hydraulic oil filling the torque converter 21 .
  • the torque converter 21 is provided with a lockup clutch LC as a lockup friction engagement element.
  • the lockup clutch LC is a clutch that is connected to integrally rotate the pump impeller 21 a and the turbine runner 21 b in order to eliminate the rotation difference (slipping) between the pump impeller 21 a and the turbine runner 21 b , and thus, to increase the transmission efficiency.
  • the torque converter 21 directly transmits the driving force of the engine E (the input shaft 12 ) to the transmission apparatus 22 (the intermediate shaft 13 ) without using the hydraulic oil.
  • the hydraulic oil having the second oil pressure P 2 is supplied to the torque converter 21 including the lockup clutch LC.
  • the transmission apparatus 22 is a stepped automatic transmission having a plurality of shift speeds.
  • the transmission apparatus 22 includes a gear mechanism such as a planetary gear mechanism (not shown), and a plurality of friction engagement elements such as clutches and brakes, for engaging or disengaging rotation elements of the gear mechanism to switch the shift speed.
  • FIG. 2 shows a first clutch C 1 and a first brake B 1 as examples of such frictional engagement elements. Note that the transmission apparatus 22 actually includes more friction engagement elements for switching the shift speed, such as clutches and brakes.
  • the transmission apparatus 22 shifts the rotational speed of the intermediate shaft 13 and converts the torque at a predetermined gear ratio determined for each shift speed, and transmits the resultant torque to an output shaft 14 .
  • the rotational driving force transmitted from the transmission apparatus 22 to the output shaft 14 is transmitted to the wheels 11 via a differential apparatus 15 .
  • the plurality of friction engagement elements C 1 , B 1 of the transmission apparatus 22 are supplied with hydraulic oil of the first oil pressure P 1 , and are controlled to operate by a shift control valve unit VB, which is a hydraulic control valve for a shift control.
  • the shift speed is switched among the plurality of shift speeds by engaging or disengaging the plurality of friction engagement elements C 1 , B 1 . That is, the transmission apparatus 22 is supplied with the hydraulic oil of the first oil pressure P 1 to perform the operation of switching the shift speed. For example, a first shift speed is formed when only the first clutch C 1 is engaged, and a second shift speed is formed when the first clutch C 1 and the first brake B 1 are engaged.
  • the friction engagement elements included in the automatic transmission are divided into a first group in which a basic oil pressure of hydraulic oil that is supplied thereto is the first oil pressure P 1 , and a second group in which a basic oil pressure of hydraulic oil that is supplied thereto is the second oil pressure P 2 .
  • the hydraulic oil of the second oil pressure P 2 is supplied to lubricate and cool the parts of the transmission apparatus 22 .
  • the first clutch C 1 of the transmission apparatus 22 belongs to the first group
  • the lockup clutch LC of the torque converter 21 belongs to the second group.
  • This hydraulic circuit includes two kinds of pumps as an oil pressure source for pumping up hydraulic oil accumulated in an oil pan, and supplying the hydraulic oil to each part of the automatic transmission: a mechanical pump 3 as a main pump; and an electric pump 4 as an auxiliary pump.
  • the mechanical pump 3 is an oil pump that operates by a rotational driving force of the input shaft 12 (the engine E).
  • a gear pump, a vane pump, or the like is preferably used as the mechanical pump 3 .
  • the mechanical pump 3 is connected to the input shaft 12 via the pump impeller 21 a of the torque converter 21 , and is driven by the rotational driving force of the engine E.
  • the mechanical pump 3 basically has discharge capacity that is sufficiently greater than the amount of hydraulic oil required for the automatic transmission. However, the mechanical pump 3 discharges no hydraulic oil while the engine E is stopped. Moreover, the mechanical pump 3 discharges the hydraulic oil while the input shaft 12 is rotating at a low speed (that is, while the vehicle is running at a low speed), but may not be able to supply the amount of hydraulic oil required for the automatic transmission. Thus, this automatic transmission includes the electric pump 4 to assist the mechanical pump 3 .
  • the electric pump 4 is an oil pump that is operated by a driving force of the electric motor 41 for driving the pump, regardless of the driving force of the engine E.
  • a gear pump, a vane pump, or the like is also preferably used as, e.g., a pump main body 40 of the electric pump 4 .
  • the electric motor 41 for driving the electric pump 4 is electrically connected to an accumulator battery apparatus, not shown, and is supplied with the electric power from the accumulator battery apparatus to generate a driving force.
  • This electric pump 4 is a pump that assists the mechanical pump 3 , and operates in the state where a required amount of hydraulic oil is not supplied from the mechanical pump 3 , such as when the vehicle is stopped or is running at a low speed as described above.
  • a pump having less discharge capacity than that of the mechanical pump 3 is used as the electric pump 4 .
  • a hydraulic control system includes a primary regulator valve PV and a secondary regulator valve SV as regulator valves for regulating the oil pressure of the hydraulic oil that is supplied from the mechanical pump 3 and the electric pump 4 to a predetermined value.
  • the primary regulator valve PV is a regulator valve for regulating the oil pressure of the hydraulic oil supplied from the mechanical pump 3 and the electric pump 4 to the first oil pressure P 1 .
  • the secondary regulator valve SV is a regulator valve for regulating the oil pressure of excess oil from the primary regulator valve PV to the second oil pressure P 2 .
  • the second oil pressure P 2 is set to a value lower than the first oil pressure P 1 .
  • the first oil pressure P 1 corresponds to a line pressure, which is a reference oil pressure of the automatic transmission, and the value of the line pressure is determined based on a signal pressure that is supplied from a linear solenoid valve SLT based on a control command from the control unit 6 .
  • a signal pressure from the common linear solenoid valve SLT for regulating the oil pressure is supplied to the primary regulator valve PV and the secondary regulator valve SV.
  • the primary regulator valve PV regulates the oil pressure of hydraulic oil on the upstream side (on the mechanical pump 3 and the electric pump 4 side) of the primary regulator valve PV, which is supplied from the mechanical pump 3 and the electric pump 4 , to the first oil pressure P 1 according to the supplied signal pressure.
  • the primary regulator valve PV regulates the amount by which the hydraulic oil supplied from the mechanical pump 3 and the electric pump 4 is discharged toward the secondary regulator valve SV, based on the balance between the signal pressure supplied from the linear solenoid valve SLT and a feedback pressure of the first oil pressure P 1 regulated by the primary regulator valve PV.
  • the primary regulator valve PV increases the amount of hydraulic oil to be discharged toward the secondary regulator valve SV.
  • the primary regulator valve PV reduces the amount of hydraulic oil to be discharged toward the secondary regulator valve SV.
  • the primary regulator valve PV regulates the oil pressure of the hydraulic oil on the upstream side of the primary regulator valve PV to the first oil pressure P 1 according to the signal pressure.
  • the secondary regulator valve SV regulates the oil pressure of excess oil that is discharged from the primary regulator valve PV, that is, the oil pressure on the downstream side (the secondary regulator valve SV side) of the primary regulator valve PV, and on the upstream side (the primary regulator valve PV side) of the secondary regulator valve SV, to the predetermined second oil pressure P 2 , according to the signal pressure supplied from the linear solenoid valve SLT.
  • the secondary regulator valve SV regulates the amount by which the excess hydraulic oil discharged from the primary regulator valve PV is to be discharged (drained) to the oil pan, based on the balance between the signal pressure supplied from the linear solenoid valve SLT and a feedback pressure of the second oil pressure P 2 regulated by the secondary regulator valve SV.
  • the secondary regulator valve SV increases the amount of hydraulic oil to be discharged to the oil pan.
  • the primary regulator valve PV reduces the amount of hydraulic oil to be discharged to the oil pan.
  • the secondary regulator valve SV regulates the oil pressure of the hydraulic oil on the upstream side of the secondary regulator valve SV to the second oil pressure P 2 according to the signal pressure.
  • the signal pressure having the same value is supplied to the primary regulator valve PV and the secondary regulator valve SV.
  • the control unit 6 controls the primary regulator valve PV and the secondary regulator valve SV so as to regulate the oil pressure to the first oil pressure P 1 and the second oil pressure P 2 according to the SLT command that is output from the control unit 6 .
  • the SLT command which serves as a control signal of the linear solenoid valve SLT, is determined by the control unit 6 based on various types of vehicle information such as a running load and an acceleration opening degree, and is output to the linear solenoid valve SLT.
  • the hydraulic oil of the first oil pressure P 1 regulated by the first regulator valve PV is supplied to the plurality of friction engagement elements C 1 , B 1 of the transmission apparatus 22 via the shift control valve unit VB, and is supplied to a transmission clutch TC and the like.
  • the hydraulic oil of the second oil pressure P 2 regulated by the second regulator valve SV is supplied to a lubricant passage of the transmission apparatus 22 , the torque converter 21 , a lockup control valve CV for controlling the lockup clutch LC, and the like.
  • the lockup control valve CV is an operation control valve for engaging or disengaging the lockup clutch LC.
  • the lockup control valve CV is supplied with a signal pressure from a lockup control linear solenoid valve SLU.
  • the lockup control valve CV is opened or closed according to the supplied signal pressure, thereby supplying the hydraulic oil of the second oil pressure P 2 , which has been regulated by the secondary regulator valve SV, to a hydraulic chamber of the lockup clutch LC.
  • the lockup control valve CV controls engagement or disengagement of the lockup clutch LC.
  • the control of the electric pump 4 which is as an auxiliary pump for the mechanical pump 3 that is driven by the engine E, is started upon generation of a request to stop the engine or a request to start the engine.
  • a process of checking for engine events is first performed (# 01 ).
  • the engine speed is read (# 64 ), and is compared with an engine speed threshold (# 65 ).
  • This engine speed threshold is determined based on the engine speed at which a line pressure by which the minimum transfer torque capacity of the automatic transmission hydraulic clutch can be sufficiently ensured can be supplied by driving the mechanical pump 3 . If the engine speed is equal to or higher than the engine speed threshold (No in # 65 ), the engine speed has not decreased sufficiently, and the oil pressure, generated by the mechanical pump 3 , mainly governs the oil pressure of the hydraulic circuit (time point T 11 in FIG. 6 ). Thus, the routine returns to step # 64 to wait for the engine speed to decrease.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
US12/656,359 2009-03-17 2010-01-27 Control apparatus for automatic transmission Abandoned US20100241326A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2009064808A JP5141981B2 (ja) 2009-03-17 2009-03-17 自動変速機の制御装置
JP2009-064808 2009-03-17

Publications (1)

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US20100241326A1 true US20100241326A1 (en) 2010-09-23

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US12/656,359 Abandoned US20100241326A1 (en) 2009-03-17 2010-01-27 Control apparatus for automatic transmission

Country Status (5)

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US (1) US20100241326A1 (de)
JP (1) JP5141981B2 (de)
CN (1) CN102209861B (de)
DE (1) DE112010000034B4 (de)
WO (1) WO2010106833A1 (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120270700A1 (en) * 2011-04-21 2012-10-25 Mitsubishi Electric Corporation Engine start control device
CN103347725A (zh) * 2011-02-17 2013-10-09 爱信艾达株式会社 车辆驱动装置
US20160304082A1 (en) * 2013-12-16 2016-10-20 Byd Company Limited Method and system for starting engine of hybrid vehicle
US9732847B2 (en) 2014-06-16 2017-08-15 Ford Global Technologies, Llc Transmission and hydraulic control system
US10309526B2 (en) * 2015-03-26 2019-06-04 Jatco Ltd Vehicular hydraulic control device and hydraulic control method
US11441670B2 (en) * 2020-01-16 2022-09-13 Toyota Jidosha Kabushiki Kaisha Hydraulic supply system

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5218856B2 (ja) * 2009-06-04 2013-06-26 アイシン・エィ・ダブリュ株式会社 車両用制御装置
US9050966B2 (en) 2010-01-20 2015-06-09 Honda Motor Co., Ltd. Control device and method for vehicle
JP5761570B2 (ja) * 2011-11-22 2015-08-12 アイシン・エィ・ダブリュ株式会社 制御装置
JP5769025B2 (ja) * 2011-12-19 2015-08-26 ジヤトコ株式会社 車両用ライン圧制御装置
DE102012202905A1 (de) * 2012-02-27 2013-08-29 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Kraftfahrzeugs und Steuerungseinrichtung desselben
KR102021250B1 (ko) * 2015-08-25 2019-09-11 쟈트코 가부시키가이샤 차량용 구동 제어 장치 및 차량용 구동 제어 장치의 제어 방법
DE102016105629A1 (de) 2016-03-24 2017-09-28 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Verfahren und Anordnung zum Betätigen einer Antriebsstrangkomponente
DE102017211538A1 (de) * 2017-07-06 2019-01-10 Zf Friedrichshafen Ag Verfahren zur Erfassung einer Undichtigkeit der Hauptpumpe
EP3620656B1 (de) * 2017-08-28 2021-02-17 Aisin Aw Co., Ltd. Steuerungsvorrichtung

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US20030171867A1 (en) * 2002-02-18 2003-09-11 Aisin Aw Co., Ltd. Vehicle control apparatus
US20030171187A1 (en) * 2002-03-08 2003-09-11 Honda Giken Kogyo Kabushiki Kaisha Control device for vehicle

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JP4576713B2 (ja) 2000-12-28 2010-11-10 アイシン・エィ・ダブリュ株式会社 オイルポンプの駆動制御装置
JP2002310272A (ja) * 2001-04-13 2002-10-23 Aisin Seiki Co Ltd 車両の自動変速機における油圧供給装置

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US20030171867A1 (en) * 2002-02-18 2003-09-11 Aisin Aw Co., Ltd. Vehicle control apparatus
US20030171187A1 (en) * 2002-03-08 2003-09-11 Honda Giken Kogyo Kabushiki Kaisha Control device for vehicle

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103347725A (zh) * 2011-02-17 2013-10-09 爱信艾达株式会社 车辆驱动装置
US20120270700A1 (en) * 2011-04-21 2012-10-25 Mitsubishi Electric Corporation Engine start control device
US8876659B2 (en) * 2011-04-21 2014-11-04 Mitsubishi Electric Corporation Engine start control device
US20160304082A1 (en) * 2013-12-16 2016-10-20 Byd Company Limited Method and system for starting engine of hybrid vehicle
US9889841B2 (en) * 2013-12-16 2018-02-13 Byd Company Limited Method and system for starting engine of hybrid vehicle
US9732847B2 (en) 2014-06-16 2017-08-15 Ford Global Technologies, Llc Transmission and hydraulic control system
US10066741B2 (en) 2014-06-16 2018-09-04 Ford Global Technologies, Llc Transmission and hydraulic control system
US10309526B2 (en) * 2015-03-26 2019-06-04 Jatco Ltd Vehicular hydraulic control device and hydraulic control method
US11441670B2 (en) * 2020-01-16 2022-09-13 Toyota Jidosha Kabushiki Kaisha Hydraulic supply system

Also Published As

Publication number Publication date
JP5141981B2 (ja) 2013-02-13
WO2010106833A1 (ja) 2010-09-23
DE112010000034B4 (de) 2022-04-21
DE112010000034T5 (de) 2012-07-26
CN102209861A (zh) 2011-10-05
JP2010216583A (ja) 2010-09-30
CN102209861B (zh) 2014-03-12

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Owner name: AISIN AW CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MURANAKA, YASUNARI;KOBAYASHI, YASUHIKO;IGA, SHINICHIRO;REEL/FRAME:023890/0293

Effective date: 20100125

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION